Governor



Oct. 27, 1942. R. D. FAGEOL Erm. 2,300,378

GovERrjon Filed Nov. 24. 1959 Patented Oct. 27, 1942 GOVERNOR Robley D. Fageol, Grosse Pointe, Farms, Mich.,

and William E. Leibing, San Rafael, Calif., assignors to Leibing-Fageol Company, Detroit,

Mich., a partnership Application November' 24, 1339, Serial No. 305,998 (ci. 137-152) 3 `Claims.

This invention relates to governors for internal combustion engines, and more particularly to novel means for opposing the closing movement of valves in governors of the velocity type.

When reference is made herein to governors A and governor valves, it is to be understood that reference is intended to governing devices adapted to be added as an accessory to an internal combustion engine, or to so-called built-in governors where the carburetor valve is used both as the throttle valve of the carburetor and i the governor valve, such, for instance, as diswide range of adjustment, and wherever it is set within that range, it must have the ability to govern the engine speed from the no load position to the full load position with no more -,than approximately 12% variation from the no load speed to the full load speed.

For example, a governor of the above type shouldbe capable of being set at any point between 1,000 R. P. M. no Vload and 3,500 R. P. M. no load, and at 1,000 R. P. M. no load it should give wide open throttle or full load at not less than 880 R. P. M., while at 3,500 R. P. M. no load u it should have full load at 3,080 R. P. M.' The same tolerances should apply at any intermediate speeds for which the governor is set to operate.

The prime difficulty encountered in designing such a long range governor resides primarily in the springs which must oppose the' closing movement of the throttle lvalve and must change their characteristics ventirely where adjusting over such a wide range.

` To illustrate the problem, if a velocity governor is built to operate correctly at 3,500 R. P. M. no load, and it is desired to go from such a setting to a newv setting of 1,000 R. P. M. no load, it is apparent that at the lower speed a higher vacuum willV exist in the manifold, and the usual offset throttle will therefore have more force in the closing direction at the no load position, which means that the spring mechanism must be stiffer in this no load position to oppose the throttle thanY it was at 3,500 R. P. M. no load,

` while at the tripping or wide open position the throttle must start to go Closed at flows corresponding to only 380 R. P. M., whereas in the case of the setting at 3,500 R. P. M. no load, thel spring mechanism at tripping or wide open position must beset ,to resist ows corresponding to as high as 3,080 R. P. M.

It is thus apparent that while the effect ofthe spring at'tripping or wide open throttle is lessened when lthe adjustment is changed from 3,500 R. P. M. no load to 1,000 R. P. M. no load, at no load position 'at the lower speed setting, the effect of the spring must bev increased to oppose the throttle closing because of the higher vacuum `that will `eXist in the manifold at the lower speed at no load.

In some prior types of velocity governors, an

eiTort has been madey to solve this problemY by adding and taking out active Wirefrom the.

springs by the act, of adjusting the governor. Other designs suchas that disclosed in applica- -tion Serial No. 171,298, above identified, have attacked the problem by a diierential positioning of the two springs used in that design. While the latter arrangement has been satisfactory to some degree, it has not met the full requirements. A

In overcoming the disadvantages of the prior art, it is a major object of this invention to provide a governor of the velocity type having novel resilient means associated therewith, whereby the Agovernor may be adjusted for a wide range of speeds and perform at any of those speeds within the desired tolerance, and more correctly than hitherto possible.

A further object of this invention is to provide Anovel means in combination with a governor of the velocity type whereby the accuracy of adjustment and governing is increased, .andthe necessity-for a series of' governors for the same engine eliminated. 4

Still a furthery object of this invention is the .provision of a-novel spring assembly in av governor whereby the spring movement, relativev to the throttle movement is materially reduced when compared with prior governors whereby the life of the spring assembly isincreased, and the accuracy of the governor improved.

Still a further object of this invention is to provide a novel spring mechanism for a velocity governor wherein the connecting linkage between the governor valve and the spring means is such that there is a substantially constant lever arm veitectiveon the valve, any change therein being by way of a reduction in the effective lever arm as the `valve goes to closed positionthus confining the adjustment problem to the spring mechanism beyond the linkage.

Further objects and ladvantages of this invenarrow.

In such a built-in governor, a

. These angles, as well. as `valve l2, vary in diierent makes and styles of governors.

to pivot I3,.as by nut 2 tion will appear from the following description, claims, and attached drawing which is intended as illustrative and not as limiting the invention to the exact structure disclosed.

With reference to the attached drawing Figure 1 is a side elevation of a governor embodying the preferred form of the invention, the view being taken of the spring assembly housing with the cover removed, the governor being shown set at its lowest speed.

Fig. 2 is'an end elevation of the spring assembly housing as viewed from the left of Figure 1, the cover plate being again omitted.

Fig. 3 is a view similar toFigure 1, but of a further embodiment of the invention.

Fig. 4 is a section taken on the line 4-4 of Fig. 3 looking in the direction of the arrow with the springs omitted, but the cover plate added.

For the sake of brevity, reference is made to application Serial No. 171,298, above identied,

v for a description of the manner of mounting the mechanism herein described with a carburetor, the types of bearings and connections employed, and the general method of operation.

The governor shown herein which has been selected for purposes of illustration includes a conduit II (Figure 1) which is part of the intake conduit of the internal combustion engine, all the fuel for the engine passing therethrough. As the device illustrated is adapted for use with a .down-draft carburetor,V the direction of fuel ow through conduit I`I is indicated by the f If th device .be embodied in an accessory governor which. is" placed between the conventional carburetor a'rid the `intakc'e manifold of the engine, conduit II will forni part of the governor. If the device be' embodied in a: built-in governor, the conduit II is the carburetor barrel.

throttle valve I2 is provided which operates both manually and as part of the governor assembly. The details of such an arrangement are fully disclosed in the application already referred to, and need not be repeated.

To insurerflow responsiveness of valve I2, it is mounted to rotate with a shaft or pivot I3, the center of which is offset to the left from the center of the barrel as viewed in Fig. 1. In the specific governor illustrated, the arrangement and size of parts is such that throttle I2 in wide open position is limited to an angle of 17 from the, vertical, and in the closed position, to an angle of approximately 10 from the horizontal, at which point throttle I2v abuts the barrel as shown at I2a.. The maximum travel then from B to Cl (Figi). is thus lconfined to about 63. the amount of offset of A housing I4 is secured to the side of barrel I'I, pivot I3 .extending into `said housing. A disclike member` I5 of considerable mass is secured I6, to rotate therewith.

-Member I5 is of considerable mass to increase the inertia of the throttle valve assembly and prevent fluttering thereof.

Adjacent its upper edge (Fig. 1) member I5 is formed with a shoulder 20 arranged to abut a stoprl1, preferably formed integral with housing I4,.to limitthe opening movement of valve I2.

VMember I5.is also formed with an aperture I8 and slots I9 and 2I to provide means for attachingthe necessary weighing machine beam as disclosed in Patent No. 2,094,405.

Member I5 is slotted at 22 to receive a link 24 secured by a pin 23 passing through an aperture in member I5. Pin 23 is so positioned with reference to member I5 and its relation to the extent of movement of throttle I2, that the effective lever arm of link 24 on shaft I3 is substantially constant as throttle I2 goes from full open position to full closed position. negligible change in length of the lever arm that takes place involves a decrease as throttle I2 goes from full open to full closed position. In full open position, link 24 and a line connecting pin 23 and the valve pivot are substantially at right angles to one another.

A bracket 25 is mounted to reciprocate within housing I4, the bracket including an arm 26 extending along the top of the housing, an arm 21' extending along the bottom of the housing, a connecting leg 28 having a threaded aperture therein arranged to be engaged by an adjustable screw 29 mounted in housing I4, and of the same general type as disclosed in application Serial No. 171,298, and an adjusting block 3I arranged to slide in a guide slot 32 formed inhousing I4. Block 3I, arm 26, and arm 21 areso dimensioned that bracket 25 will slide easily in the housing when moved by screw 29, yet it will not tend to twist or jam.

Arm 26 has a bifurcated lug 33 thereon having a pin 34 secured in an aperture therein to which is fastened one end of a spring 35 of the tension type. The opposite end of spring 35 is secured to an eye 36 on the left end of link 24.

Arm 21 of bracket 25 is also formed with a bifurcated lugA 31 to which is secured one end of a spring 38 of the tension type, the opposite end of the spring being secured to eye 36 of link 24.

ABy reason of the relative positioning of lugs 33 and 31 on bracket 25, the secured ends of the spring assembly proper are normally supported in a plane parallel to but spaced from pivot I3, this plane being displaced as a whole as bracket 25 is adjusted by screw 28, the point of connection of link 24 to springs 35 and 38 remaining fixed, and link 24 remaining of fixed length. As valve I2 opens and closes, this point of connection follows a substantially straight line.

Bracket 25 is formed with an enlarged section 39 having a non-circular, or preferably square, aperture 4I therein to receive and support a spring block 42 of similar shape, the non-circular l shape being selected to permit longitudinal movesprings, the force effective on link 24 will not change. If bracket 25 be moved to the left, the axes of springs 35 and 38 will be at such an angle to link 24 that not only will the tensions of the springs be increased, but they will also be eifective at an angle to develop a force component along link 24. Thus by adjustment of bracket 25, both the degree and the direction of the force of the spring mechanism is changed.

Housing I4 is provided with a slot 43 in alignment with aperture 4I, and of similar shape to receive an adjusting block 44 which is secured to spring block 42 by the threaded connector 45. Connector 45 enables independent adjustment of spring block 42 with reference to adjusting block 44, the elements being removed from the assembly for that purpose. Upon replacement in the assembly, maintenance ofthe adjustment is in- 'I'he practically the longitudinal axis of Vsured 'because of the securing of blocks 4 2 and :44 against rotation.

To provide for adjustment of block 44 in predetermined proportion to the adjustment `of bracket 25, a lever 46 is provided having three .pins or pivots 4l, 48, and 49 extending therefrom. Pin 4l is positioned Vto operate ina slot 5I in the 51ower jlefthand portion of housing I4, pin .4 8 is arranged to vpivot in a `hole v52 drilled in block 44, and pin 4 9 in a transverseslot 53 in block 3I. With this arrangement, upon `movement of ,block 3| by screw 29,lever 46 will pivot around :pin 47 and eiect movement of block 44 in the samedirection as block 3I `By varying the relative positions ofthe ypins 4'I, .portion of movementof block 4 4 to -the'movernent rofjolock 3| can be readily varied.

-At its right end, springblock 42 carriesa heli- .cal spring 54 of the compression type. The left .end of spring V54 is frictionally secured on ka tit 55 on block 42 While the right end of the spring `is suspended freely in space when throttle I2 is v in fully open position.

As throttle I2 goes from open to closed position, disc I5 .will rotate clockwise, as viewed in Fig. 1, until at a point usually somewhat .beyond the halfway point, a cone 56 on disc lI-5 will engage ithe free end of spring 54, which will be vcompressed as clockwise rotation of -disc -I5 continues. It Willbe noted that the surface of disc YI5 adjacent the point-,fof attachment of Acone55 is formed vWith angled faces 51 which cause Adisc I5 to properly compress spring 54 Without distorting the spring, as disclosed in application `Serial No. 171,298, .above identified.

- To enable a more correct understanding of the operation of the device, let it=be .assumed that it is desired to set the governor to operate Vat a 48, and 49,`the prolow speed, such as 1,000 R. P. M. `no load, .and

.that `throttle .I2 is at.full open position, 4when Yshoulder ct disc I5 will contact stop I'I.

While springs i-and 38 ofthe proper characteristics to insure tripping at the desired speed -of 880 R. P. M. may have been selected, .there-is no assurance -that a no load speed of r1,000

152.,.P.` M willbe obtained unless spring '54 vis prop- .erly positioned. If .connector -be adjusted to set spring 54 too far to the right (Fig, 1), it .may

hold the throttle open too far and permit, for

example, arno load speed of 1,200 R. P. M. Or if itl be set too far to the left, it may fall 01T to a speed below its tripping speed, at which point the governor would surge.

However, by removing assembly 42-44-45-54 from the housing, and either lengthening or i`- shortening the same by threaded connector 45,

spring 54 can be adjusted so that a nal no load speed of 1,000 R. P. M. is obtained. At this point, if spring 54 has been properly selected, the rst essential of a correct governor, namely, a correct low speed setting of wide open at 880 R. P. M. and a no load of 1,000 R. P, M. will have been obtained.

Now let it be assumed that the no load speed is to be raised to 2,000 R. P. M., and that in order to do so, bracket 25 must be moved 1/8" to the left. In moving bracket 25 to the left, the assembly supporting compression spring 54 has likewise been moved to the left, the amount of movement of the latter being determined by the relative positions of the pins in lever 46. In the example shown, as spring 54 is effective on disc I5 at a point on the side of the disc opposite from pin 23, it is found that in moving bracket 25 to the left 1/3", the spring pull of springs 35 and A,unal position by a vst'retchfof about 3 8 in the closed position have been increased by about `1%4" in tension, and the eiort of spring 54 has been reduced by about 'This double change by the single adjustment is required because of the necessity for throttle I2 to stay open at a speed nowof v1,760 R. P. M. Yet this same throttle will` not exert the same force at the no load position due to the lower .vacuum at 2,000 R. P, M. than existed at 11,000, R. P. M.

In engines which are particularly sensitive, and where it is diliicult, if n ot impossible, 'at times to set any governor anywhere near correct at any speed, the embodiment of the inventionv as shown in Fig. 3 is of particular value.

As the governor of Fig. 3 resembles that of' Fig. 1 except yin one majorrespect, like reference characters have been applied to like parts, and description -of the identical parts is omitted.

The governor of Fig. 3Y diiers from thatof Fig, 1 in the manner of the support for one end Vof the spring assembly 35-378, more particularly,` the upper end of spring 35. Instead of a lug 33, as in the governor o-f vFig, 1, a crank 6I is .pivoted to bracket 25 at 6 crank 6I having one arm 63 to which the end of spring'35 is secured, and a second arm 64 normally extending down- ,wardly from .pivot `62.

In the position shown, wherein the governor .is s et for low speed operation, the left face of arm `64 lies adjacent a series of holes 65 in housing .I4. A pin 66 (Fig. 4) Yis provided to fit any of :these holes Vand `abut the left face of the arm ,64. After y selecting the proper hole, pin 66 4is iplaced therein to proyide anabutment against vwhich cra-nk arm 64 abuts.` Thus the rate of left would only rstretch springs 35 and 38 in'.

their initial position, and would inuence the l A of 'springs'. 35 and 38.

With some engines, this assumed condition. would not be correct for the increased tripping torque of the throttle from 880 R.. P, M. to 1,760 R, P. M., and would not make proper allowances in the no load position for the higher vacuum existing at 1,000 R. P. M. no load than at 2,000 R. P. M. no load. In other words, there Would not be a change in the characteristics of springs 35 and 38, which might be desirable under the circumstances.

This condition is corrected by the device shown, because crank 6I, in rotating counterclockwise at any desired speed or radius relative to the movement of bracket 25, contributes to a considerable degree to the initial or Wide open `position torque or springs 35 and 38. Thus the sembiy as-sa isn-entrai, or not changed, while thetripping or starting torque o f the springs is changed by any desired amount.

It is to be noted that in the embodiment of Fig. 1, when bracket 25 is adjusted, the points of connection of the spring assembly to the bracket remain in transverse planes parallel to one another and shaft I3, AWhereas in the embodiment of Fig. 3, the succeeding transverse planes containing the points of connection of the spring assemblyare not parallel toone another because ofthe movement of crank arm 63 relative to lug 31,. A`

*A major advantage of the present invention is found in the spring assembly 35-38 as associated with link 24. If a single spring were secured to bracket 25, With its other end fastened to eyelet 36, its lextension on the throttle going from open to closed position would be about 3%4 aside from the additional extension'required when bracket 25 is adjusted to the left for high speed. With the arrangement here shown, the actual extension of springs 35 and 38 is only 1%, or about 60% less. Consequently, continued accuracy of the governor springsover alonger period can be assured.

It is to be understood that the invention may be embodied in specic forms other than that illustrated Without departing from the principle or essential characteristics thereof. The embodiments shown are therefore to be considered as illustrative and not restrictive, the scope of the invention being defined by the appended claims rather than the foregoing description and drawing. All modifications and changes which come Within the meaning and range of equivalency of the claims are therefore intended to be included therein.

We claim:

l. In a velocity governor for an internal combustion engine of thetype including a conduit forming part of the fuel intake to `said engine, and a valve in said conduit of a type to be urged toward closed position by fluid flow therethrough,

the combination of spring mechanism to oppose closing movement of said valve comprising a plurality of extension springs, a link connecting said valve and said extension springs, the latter being positioned at an angle to said link, a compression spring, means to adjust said extension springs in f" tension and in their angle relative to said link Withoutchanging the length of vsaid link,` and means to change the effect of said compression spring in a reverse direction as said extension springs are adjusted. y

2. A velocity governor for an internal combustion engine comprising a conduit forming part of the fuel intake to said engine, a valve in said conduit of a type to be urged toward closed position by uid flow therethrough, a pivot to support said valve, means'to oppose closing movement of said valve comprising a member secured to saidpivot, a bracketmeans to adjust said bracket relative to -saidpivot, a pair o f arms on said bracket, spring means supported between said arms, means to connect said member and saidspring means at 4"a point intermediate of the ends ofthe latter, additional resilient means arranged to contact said member as said valve moves toward closed position, and a connection between said bracket and said additional resilient means whereby the latter is adjusted in a predetermined proportion to said bracket as the latter is adjusted.

3. A velocity governor for an internal combustion engine comprising a conduit forming part of the lfuel, intaketo said engine, a valve in said conduit of atype to be urged toward closed position by fluidow therethrough, a pivot to support said valve, means to oppose closing movement of said valve comprising a member secured to said pivot, a bracket, means to adjust said bracket, a pair of arms on said bracket, spring means supportedbetween said arms, means to connect said member and said spring means at a point intermediate of the ends of the latter, additional resilient means arranged to contact said member as said valve moves toward closed posi.- tion, means non-circular in shape to supportsaid additional resilient means, said bracket having an aperture of similar shape to support said non-circular means for axial movement While preventing rotation thereof; 'means to connect said non-circular means to s aid bracketwhereby said additionalresilient means is proportionally adjusted when said bracketis adjusted, and means to adjust said additional resilient means independently vof said bracket.

. ROBLEY D. FAGEOL.

WILLIAM E. vLEIBING. 

